Dumping-car



(Noy Model.)

- 6 Sheets-Sheet 1. C .L.'VAN WORMBR. l

DUMPING GAR. N0.'311,047.

Q HU" a rrI @mgm M Attorneys.

Patented Jal-1. Z0, 1885. y

(No Model.)

C. L. VAN WORMBR.

DUMPING GAR.

' Patented Jan. 20, 1885.

6 Sheets-Sheet 2 WITNESS s (No Model.) 6 Sheets-Sheet 3.

' y G. L. VANWORMER.

. A DUMPING GAR. No. 311,047.V

Patented Jang 20, 1885.

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(Ne Medel.) 6 Sheets-'Sheet 4.

o. L. VAN WORMBR.'

DUMPING GAR.

N0..311,047. Patented Jen. 20, 1885.

dill' y 3177. ai

HV/f KEW (No Model.) 6 Sheets-Sheet 5.v

e. L. VAN Ween/IERA DUMPING CAR. No. 311,047.l Patented Jan. 20,1885.

NVVEJVTOR bearings, king-bolt, and rocker; Fig. 3, a parof thechain-pulleys; Figs. 20, 21, and 22, de-

dlesex and State of Massachusetts, have in- UNITED STATES PATENT @EricaCLEMSON L. -VAN VVORMER, OF MELROSE, MASSACHUSETTS.

DUMPING-GAR.

"JPECIFICATION forming part of Letters Patent No. 311,047, dated January20, 1885.

A pplcation tiled April 11, 1834.

fo all whom, it may concern:

Be it known that I, GLEMsoN LEROY VAN WORMER, of Melrose, in the countyof Mid- Vented certain new and useful Improvements in Dump-Cars; and Ido hereby declare that the following is a full, clear, and exactdescription of the invention, which will enable others skilled in theart to which it appertains to make and use the same, reference being hadto the accompanying drawings, and to letters of reference markedthereon, which form a part of this specification.

My invention is an improvement on that class of dumping-cars in whichthe dumping is eected at the side by tilting the body of the carsidewise. It relates to a novel construction of the transoms, of theside bearings, of the devices for operating the side bearings, of thedumping devices, ot' the king-bolt and its adjacent parts, of thetruck-post, of the device on which the side gates or swinging doors arehung, and to other features, hereinafter more particularly set forth.

In the drawings, Figure 1 is a part of my improved car in sideelevation; Fig. 2, a par tial crosssection showing the transoms, sidetial top View of the transoms and adjacent parts, the iioor beingremoved; Fig. 4, a detail enlarged showing in perspective the end of oneof the transoms; Fig. 5, the side bearings and their connections; Figs.6, 7, and 8, side, end, and top views of aside bearing enlarged; Fig. 9,a detail enlarged showing the oil-box, its worm-wheel, adjustable worm,duc., for quick dumping; Fig. 10, atop view, and Figs. 11 and 12details, of this box; Figs. 13 and 14, enlarged views of thetruck-posts; Fig. 15, king-bolt detached; Figs. 16 and 17, detailsshowing, respectively, the top of the bottom center rocker-plate and thebottom of the upper center guide-plate; Figs. 18 and 19, views tailsshowing the gatepost boxes; Fig. 23, a detail showing a gate in itsfastened andvin its free position, and Fig. 24 a detail showing theconical or tapering projection on the lower rocker.

The upper transom, A, is constructed as fol- (No model.)

than they are thick--say, for instance, six4 inches in width, and oneinch in thickness. v,

At the angle or bend 3 I weld a cross piece or lu g, 4, which may be,say, two inches wide and one and one eighth inch in height or thickness,this lug being also of metal, and welded crosswise of both the pieces 1and on their under side prior to bending down the part of these pieces.This lug 4 thus affords a bearing when the part 5 is so bent down, andmakes a good iit of such part against the lug, the lug alsostrengthening the transom at this angle. The bottom plates or lowertransoms, 6, are also in pairs side by side, and bolted, respectively,to the upper transoms substantially as shown; but their extremities,instead of abutting directly against the part 5 ofthe upper transoms,abut against the welded cross-piece 4. The advantage of thisconstruction is, that as there is a large space, equal to nearlyone-third of the breadth ofthe car, between the outside sills and theiirst or outer stringers, 7, and consequently great strain and leverageon the transom in working and dumping the car, which hasatendency toconcentrate such strain at the angle 3, and would permit the ends of thelower transom if the lugs or cross-piece 4 were not there to bear andpress directly on the parts 5, I entire] y avoid such tendency and unduestrain by iirst strengthening the angles with the or thereabout,

pieces 4, next fastening these pieces by Welding so as to makesubstantially an integral part of the upper transoms, thus practicallydoubling the thickness and strength where strength is most needed, andbringing the endthrust of the lower transom not against the angle, butonly against the pieces 4. This also lessens the lateral strain on thebolts 8.

The side bearings are shown at 9. Each one is cast in a single piece andwith a space between its two sides to receive two rollers, 1() 10,placed at their bottom. They are also made with an inverted-T-shapedgroove, 11, running lengthwisefof the tops, and which are IOC) such asto adapt them forsliding in right lines on corresponding guides, 12, onthe outside stringers, 7,(see Figs. 5, 6, 7, and 8,) and they also havean interior web or rib, 13, which connects their two sides, so thatthere is sufiicient strength consistent with comparative lightness. Theobject of these rigid sliding bearings as made with the two rollers isto give more bearing-surface than is usual with side bearings, and tolessen their tendency to break down or to get out of place, and whichtendency always exists more or less where the side bearing is a merebar, or swings on a center or pivot, or has but a single point ofcontact. The two side bearings on either side of the car are connectedtogether by a connecting-rod, 14, andare both moved coincidently and inthe same direction by means which I shall now describe. A rod, 15,connects the side bearing at the end of the car with alever, 16, pivotedat 17, and which'may be actuated by the workman or attendant whenneedful. rIhis lever has a spring, 18, which exerts a constant tendencyto force the lower end of the lever toward the car-frame.

19 is a stop which automatically locks the lever and consequently holdsthe side bearing to position when the lever has been moved past thisstop, so that the spring can act on it as above stated. It is shown asthus automatically locked in Fig. Awedge-shaped key, 20, adapted to belodged in the narrowing space, as shown, between the inclined part ofthel lever and the end sills or other part of the car, prevents anyaccidental moving of the lever until this wedge has first been removed.Vhen this wedge or key is lifted out or up, a pressure must be given tothe lever crosswise of the car sufficient to overcome the force of y norexcept when positively arranged for dump ing. rFhe rod 15 has ears atits end, between which the lower end of lever 17 enters, a bolt@connecting these parts together.

' For dumping the car I dispense with clutches on the shaft; but Iemploy two chain-pulleys, 2l, fixed to the main shaft 22 at or near eachend of the car. Supporting the shaft are three bearing-boxes. Thesechain-pulleys are keyed tight on the main shaft. Each is made with ideep grooves 23, and also with shallow grooves 24, to receive the linksof the chain and prevent its slipping.

To operate the dumping devices, I place on the main shaft near the frontend ofthe cara worm-wheel, 2G, securely iixed to the shaft, and gearingwith the teeth of this wheel an adjustable worm, 27, keyed or secured ona handlever, 28, this lever resting on a fulcrum at its lower end in adepression on the bottom of the box 29, containing the worm-wheel.

(See Fig. 9.) In the top of this box is aslot, c

30, in which such wornrshaft or lever-arm 28 and its upper bearing, 31,are permitted a short movement or change of position for the purpose ofdisengaging the worm from the worm-wheel 26, this lever-arm to be thusused when it is desired to dump quickly. Aleverdog, 32, serves to holdthe worm either in or out of engagement with the worm-wheel 26 bycausing its inner end, 33, to enter either one, as desired, of the holes34 of the upper bearing. Vhen this Vdog is engaged with the hole, asshown in Fig. 9, the tilting of the car is effected slowly by theturning of the hand wheel or crank on the worin-shaft, and in thisposition the main shaft 22 cannot accidentally turn, but is in fullcontrol ofthe operator; but when it has been thus turned a little way,so that the car is ready to dump by its own gravity when released, theshifting of the worm out of engagement with its'gear permits the car todump itself.

The king-bolt 37 and its connections and adjacent' parts are as follows:It is keyed through or provided with a thread and nut at bottom end tosecure the carbody to the truck. Its head 38 is square for, say, sixinches, more or less, to prevent its turning, and it is provided withtwo similar pulleys, 39, at its top, which run or bear upon the face ofthe top center plate. The rollers or pulleys may be attached by means ofa .hole drilled through the top of the king-bolt and inserting a pinthrough this hole and fastening one of the rollers to each end of thepin and battering down each end of such pin. The under or arched side ofthe center plate of the Lipper rocker,

41, is made in two parts, 42 42;?, with aspace, 43, between them, andeach one of the pulleys or rollers 39 at the top ofthe king-bolt runs on.one of these parts as a track, the king-bolt itselfpassing down betweenthem. The opening or recess 43 in the upper rocker permits theroller-head or upper end of the king-bolt when the car is tilted ordumped to ride on the parts as on a double track, or rather permitsthese tracks to run on the rollers in a direction opposite to that inwhich the car is dumped, so that the king-bolt does not move laterally,and does not need to bejointed, because its motion is only a verticalone as it is lifted or lowered by the upper rocker when dumping. Theupper and lower rocker cannot become separated, as the king-bolt havingthe rollers at the top and the nut at the bottom always holds themtogether. The uir der or arched side of the upper rocker or cen- IOO terplate has a curve of greater radius than ,sockets 48 in the upperrocker.

like circles. The lower rocker or its centerplate, like the upper one,is made in two pieces, to allow the king-bolt to work freely betweenthese pieces.

Instead of casting proj ectingpins on the faceplate of the lower'rocker, as heretofore, and which are liable to bebroken off, l fastensuch lowercenter plate to the bolster by means of wrought-iron boltshaving1 project-ing or coni cal heads 47, adapted to tit thecorresponding These heads, being of wrought-iron instead of being`castiron, are much stronger than the lugs or pins which, as heretofore,have been cast as an integral part of the plate or rocker, and any blowupon them does not tend to injure or break the plate;` and my bolt thusperforms the double duty of a bolt and of a lug or pin to assist inkeeping the rockers to their right places when dumping, and to aid thekingboltinkeeping the partstogether when dumping.

Fastened to and extending upward from the lower rocker is astout,strongprojection, 48:5,

preferably conically shaped, (though it may be rounded off at its top,)and which extends up into the upper rocker, this projection being thusmaterially smaller at its top than the space left for it in the upperrocker, so that while serving the duty of keeping the rockers fromseparating and aiding to sustain the kingbolt it yetpermits all therequisite rocking mo` tion.

The truck-posts 49 are made as follows, and are shown in Figs. 1,l3,and14: Each one is cast whole, and with a lateral projection. boss, orswell, 50, of sufficient breadth, height, and strength to offer anoblong vertical slot or opening, 5l, therein to receive and sustainachain-wheel, 52,1'01 receiving and carrying positively and withoutslipping the chain 25, which tilts the car for dumping, ears 53 on thebase of this column or post adapting itto be rmly secured to the truck,and holes 53@ transverse of such slot, serving as a journal-bearing forthe axle or journal of these chain-wheels 25. The chain itself, it willbe understood, is secured at its respective ends to the inside ofthe twooutside sills of the car. It will now be seen that by this constructionof the truck-post it not only performs the duty of an ordinarytruck-post, but it gives the rmest possible resistance to the strain ofthe chain in dumping or in righting the car after dumping, as the wholetruck receives the pull and strain in a direction crosswise of the car,and at the points where it is best able t0 meet it without detriment.The truck-post and its parts which carry the chainwh'eel being allintegral and solid, excepting the holes cast or.madetherein,as abovestated, i

it has nothing in it to shift or change position when the axis of thechain-wheel is once firmly secured therein, and when the truck-post issecured to the truck; and all the pull of the chain is also in adirection transverse of the bolts by which this post is fastened to thetruck, the post affording a very rigid and unyielding guide for thechain.

My novel means for hanging the side doors or gates ol' lheear-body areas follows, and they have for their object the throwing of the doors orgates further outward by their own gravity when dumping, so as to beentirely clear of the falling load, and offer no obstruction orresistance tothe full and free discharge of the load:

Cast-iron boxes 55 are secured to the uprights or posts 56, on which thegates are hung` and also to each end of the top ofthe gates. These boxesare made as shown. at Figs. 2l), 2l, 22, in the detail figures, andwhich show edge views, and plan or side views, re-

spectivcly. Each box is made in a single piece or casting, and is in theform of a tube, 57,

with a projecting plate, 5S, extending beyond such tube substantially atboth its sides. At the inside edge of some of these plates, say, uponthose attached tothe gate, and to prevent too close proximity of thegate ends with the posts, and that they mayswing clear, I prefer i tomake a projection, 59, as shown in Fig. 22.

The gate and posts being thus provided with such boxes on their outersides, (see Figs. 1 and 23,) and the gates being` then hung to place bya boltextendiug through the bore or tubular part of the boxes, it willbe seen that the point of suspension on the bolts is materially outsideofthe center of gravity of the heavy gates, and that consequently evenwhen the gates are not latched or fastened they must of their own weightswing and hang so that at their bottoms they will be a foot or twooutside of the car, and will require to be pushed or swung inward inorder to latch them, and, consequently, when the car is tilted fordumping and the latches or fastenngs released, these gates will swingaway far enough to let the load dump freely without any impediment, asthey are not only farther away than as usually has been the case, butthey are not liable to swing back to check the delivery ofthe load.

I t will be understood that in applying these boxes to the gate-poststhe latter are cut away enough to receive the back half of the tubularpart of the boxes, so that the flat part or plate ofthe box may be Hushwith the outer face of the posts. 4

I claiml. rlhe transorns constructed as described, consisting of the twoiron pieces l l, side by side, the cross pieces or lugs 1, weldedtherelo, andthe lower transom pieces, 6, abutting at their ends againstthese lugs, and bolted to the pieces l, and having their end portionsbent down over the lugs, all substantially as and for the purposes setforth.

2. The roller side bearings 9, constructed as described-that is, withthe broad base having a cavity therein for the two bearing-rollers 10,with the connecting-web 13, made integral with the sides and with thegroove itl-these IOO bearings being applied to Inove in right lines onlyon guideways on the outside stringers, all as and for the purposes setforth,

3. The combination of devices for operat-V ing the side bearings,consisting of the rods 14 15, lever 16, and its spring and stop 19,substantially as shown and described.

4; In combination with the side bearings and with its described devicesfor operating it, the key 20, serving to lock the lever 16, allsubstantially as set forth.

5. In combination with the nlain shaft and withits dumping chains andpulleys,the wormwheel 26 on said shaft, and the adjustable worm 27,arranged substantially as shown and described, and the lever-dog 32,serving to lock said worin either into or out of engagement with theworm-wheel.

6. The king-bolt 37, provided with two rollers at its upper end, andheld as set forth to the truck, and applied to move in a vertical lineonly, in combination with guideways or tracks for such rollers made onthe upper rocker, all substantially as and for the purposes set forth.

7. In combination with the dumping-chains secured at their ends to thecar-fraxne, the truck-posts 49, each made integral or in a single piece,having the lateral boss or swell 50, the opening to receive thechain-pulley and to afford journal-bearings for the sanne, and havingears whereby the posts may be secured to the truck, all as shown anddescribed.

8. In combination with the gates and their posts, the iron boxes 55,made each of a tube, 57, having a plate, 58, integral therewithprojecting from the opposite sides of such tube, and applied to thcoutside of the gates and of their posts, as shown and described, andwhereby the unlatched gates by their own gravity swing oft' from thecar-body, and in the act of dumping swing far enough away from the carto be clear ofthe discharging load.

oLnMsonT L. VAN WORMER.

Witnesses:

MATTHEW VAN WORMER, CHARLES E. VILsoN.

